Frictional apparatus



Aug. 22, 1950 s. K. wELLMAN FRICTIONAL APPARATUS 4 Sheets-Sheet 1 Filed July 2:5, '1945 /NvEA/roe:

All@ 22, 1950 s. K. wELLMAN 2,519,865

FRIcTIoNAL APPARATUS Filed July 23, 1945 v 4 sheets-sheet 2 46e INVENTOR.

46 57 57 461 L" ATTORNEY Aug. 22, 195o s. K. wELLMAN Farc-num. APPARATUS 4 Sheets-Sheet 3 Filed July 23, 1945 Arroe/wsx Aug. 22, 1950 s, K, WELLMAN 2,519,865 y 1='RIc'rIoruu APPARATUS Filed July 25, 1945 4 Sheets-Sheet 4 b 1 95 4007 a .1, 100 92 f2 99 H9 y '118 Kr ne 8c I 449 #ab H8 1141 "7 ,a4 114 1144 l 114"l mb F16. /5 11 b I H5 m I k A Y@ INVENToR.

ATTORNEY Patented Aug. 22, 1950 FRICTIONAL APPARATUS Samuel K. Wellman, lCleveland Heights, Ohio, as-J lignor to The S. K. Wellman Company, Cleveland, Ohio, a corporation ofl h10 Application July 23, 1,945, Serial No. 606,487

7 Claims. l

This invention relates to brakes, clutches and other frictional devices, including bearings, in which more or less slippage occurs between mutually engaging structures in the normal operation of the devices. y

In the operation of brakes and clutches the heat generated by relative slippage of the mutually engaging frictional surfaces causes high temperatures which may have very injurious effects upon the friction elements and the parts carrying the said elements. The same thing is true of bearings in the operation of which normal operating conditions and temperatures are not maintained. In the case of brakes and clutches, such high temperatures and injurious effects are particularly likely to result where the brake or clutch must serve under severe operating conditions, as in the case of the brakes of large airplanes and of trucks and busses operating in mountainous regions, and in the case of the clutches of large trucks, busses and tractors and even of small automobiles if theclutch is operated by the driver in a manner to cause excessive slippage between the friction elements. In the case of bearings the injurious effects in question usually occur under abnormally heavy loads and when normal lubrication fails. or has not yet been established at the start of the relative movement of the frictional parts.

The injurious effects referred to take various forms but the most serious effects are the warping, contracting and expanding and the checking and progressive cracking of ferrous metal brake and clutch parts subjected to the excessive heat, and the scufling of bearing surfaces and mechanical disintegration of bearing structures. These injurious effects vary with the type of brake, clutch and bearing constructions involved but none of the known sliding friction types of construction heretofore used is immune from such injurious effects.

In the use of brakes and clutches having steel or iron elements with sintered metallic facings such as described in United States Letters Patent No. 2,178,527, diiiculties have been encountered under severe or heavy duty service conditions due to distortion or weakening of the steel or iron parts of the friction elements. Thus in the case of disc brakes of the sort in question used on the ground wheels of large transport and bomber airplanes the braking loads which must be sustained are extremely severe and the friction elements of the brakes, when the planes land, are raised to temperatures as high as 900 to 1100* F. or even higher. Under such severe servz l ice there results distortion of the friction elements in the form of permanent expansion and warping and the proper operation of the brake is interfered with.

Similarly, in the case of clutch discs such as that described in the said Patent No. 2,178,527 and composed of a plain steel disc with sintered metal facing rings welded thereto, it has been found that under severe service with a high rate of heat generation, the disc becomes suiliciently warped to interfere with satisfactory operation.

Also, in the case of heavy duty vehicle brakes of the drum type more or less similar difficulties have been encountered. Thus in the conven'- tional form of drum brakes in which expanding shoes lined or faced with molded compositions of asbestos or the like engage the unlined inner drum surface of ferrous metal, it .has been found that under heavy duty conditions, as where` heavy trucks are operated in mountainous districts, the metal forming the friction surface of the brake drum is subject to injury of a peculiar sort. The injurious eiect usually starts with asuperflcial checking of the metallic friction surface and under continued service of the brakes the cracks deepen until disintegration of the metal structure results, and a replacement of the injured drum is necessary; and naturally the roughening of the friction surface of the drum caused by the checking and cracking of the metal causes a rapid wear and deterioration of the facing of the brake shoes.

In the case of bearings the injuries in question usually start with a scuiiing of the bearing surface. This may be followed by roughening of the mating journal surface with resultant generation, usually locally, of excessively high temperatures and, in the case of anti-friction metal bearings, the disintegration of the anti-friction metal part and its separation from its backing or shell.

It is an object of the present invention to produce new and improved frictional apparatus hav-- ing mutually engaging frictional members both of which are capable of sustaining relatively severe localized thermal expansion and contraction of their facing portions without seriousinjury and deterioration and without loss of smooth operating characteristics.

A further object of the invention is to provide clutch and brake apparatus having theV characteristics specified in the above stated object' and in addition large load-carrying capacity in relation to size.-

Another object of the invention is to provide 3 A frictional apparatus of the character first stated above in which the mutually engaging frictional members comprise means for facilitating the distribution of frictionally generated heat to minimize local thermal expansion and contraction of the frlctional facings and by this added advantage attain extremely high energy dissipating capacity with smooth operation and long life.

Various other objects of the invention ancillary or incidental to the objects stated above will be made apparent in the description which follows:

The present application is a continuation in part of the joint application of the present applicant and C. B. Sawyer, Serial No. 443,562 filed May 19, 1942, on which Patent No. 2,381,941 was granted August 14, 1945. That application dis-Y closes two structural expedients or types of construction designed to overcome the dimculties described above, namely, (l) a multiple layer metallic frictional member so constructed as to minimize unequal heating and resultant unequal thermal expansion and contraction of different parts of the member and (2) a pair of mutually engaging frictional members both of which have frlctional facings peculiarly adapted in service to sustain without injury severe local heating and resultant unequal expansion and contraction of the members, with at least one of the members having its facingI formed of compacted and sintered metallic powder material. The latter of these two types of construction, either alone or in combination with the expedient ofthe nrst type, being the sole invention of the present applicant constitutes the subject of the present application.

With the stated objects in view the invention consists in novel constructions and combinations of parts hereinafter fully explained in connection with several embodiments of the invention shown in the accompanying drawings and defined in the claims.

"In the drawings,

Fig. 1 is a side elevation of brake mechanism of the drum type embodying the invention.

Fig. 2 is'an enlarged section on the line 2-2 of Fig. l.

Figs. 3 and 4 are fragmentary sectional views corresponding to Fig. 2 but showing two different modifications of the construction shown in Fig. 2.

Fig. 5 is a fragmentary axialsectional view of an airplane wheel and brake mechanism enclosed therein, this construction illustrating the application of the present invention to a disc type of brake.

Fig. 6 is a fragmentary sectional view showing a modification of the construction illustrated in Fig. 5.

Fig. 7 isj an axial sectional view showing a brake of multiple disc type embodying the invention.

Fig. 8 is a fragmentary section on the line l-l of Fig. 7.

Figs. 9 and 10 are fragmentary radial sectional views on an enlarged scale of two of the frictional rings of the brake shown in Fig. 7.

Fig. 11 is an axial sectional view of a disc clutch embodying the invention.

Fig. 12 is a side elevation of a portion of one of the friction rings of the clutch shown in Fig. 11.

Fig. 13 is an enlarged section on line I3--l3 of Fig. 12.

Fig. 14 is a. side elevation of a portion of one of *he friction rings that engage the rings such as that illustrated in Fig. 12.

Fig. l5 is an enlarged section on the line -I of Fig. 14.

Fig. 16 is an axial sectional view of a step bearing embodying the invention.

Referring in detail to the structures illustrated in the drawings and first to Figs. l and 2, I designates a brake drum such as is used on motor vehicle wheels and which may be either cast or pressed from iron or steel of a suitable type. The numerals 2, 2 indicate the usual type of brake shoes, said shoes being mounted on pivotal supports 3, l carried by the axle structure (not shown). 4 indicates a brake-actuating hydraulic cylinder of the conventional type and 5 is a retracting spring connected to the movable ends of the brake shoes in well known manner.

The brake drum i is provided with a lining designated as an entirety by the numeral l. As shown in Fig. 1, the lining is divided into two semicircular parts. Each of said parts has a unitary multiple-layer construction and comprises a backing strip or structural layer 1 preferably of sheet steel, a friction facing layer 8 and an intermediate layer 9 between the backing 1 and the friction facing 8. In the construction shown. the facing layer 8 is of the sintered metallic type formed by compacting and sintering a mixture of powdered or finely divided material consisting predominantly of high-melting-point metal such, for example, as copper and/or iron, mixed with minor amounts of low-melting-point metal such as tin, zinc, lead and the like and usually some graphite and some finely divided abrasive material such as silica. Frictional faclngs of this character and methods and apparatus for making them are disclosed in United States Patent No. 2,178,527 to which -reference may be made for detailed information.

The intermediate layer 9 is made entirely of metal having a high melting point and a thermal conductivity high in comparison with the material of the facing l and the steel backing strip 1. Among the metals technically suitable for the intermediate layer 8 are silver, copper. aluminum and other metals having high melting points and comparatively high thermal conductivity, such for example as copper-silver, copperchromium and copper-beryllium alloys. Practically, however, copper is the most generally suitable metal since, while its thermal conductivity is somewhat lower than that of silver, the difference is not great and its melting point is higher than that of silver, so that there is little to offset the great advantage of coppers lower cost. In the specific construction illustrated in Figs: l and 2, the intermediate layer I is formed of compacted and sintered copper powder.

A composite multiple-layer structure comprising the layers 1, l and l may be fabricated in a variety of ways so as to produce an integral structure. For example, the layers s and i may be separately formed by briquetting, as described in said Patent No. 2,178,527, and then assembled with the steel strip 1 after the latter has been prepared, as by electroplating with copper, in

accordance with the procedure disclosed in the said Patent N0. 2,178,527 and the three layers integrally united by the -sintering of the layers I and l. Alternatively, the layer 9 may be formed and sintered to the steel strip 1 and the layer I may then be briquetted and attached to the layer l by sintering. Of course also the two layers I and l may be briquetted and sintered together and thereafter welded to the suitably prepared steel strip 1.

` atrasos l In order to facilitate the production of a suitable intimate union between the friction lining l and the drum I, I prefer' to interpose between strip 'I and the drum flange a thin metallic layer II having a malleable or deformable structure.

l purpose as it provides a more or less porous structure having a suitable degreeof malleability and deformability and at the same time has relatively high thermal conductivity. The layer Il may be introduced as a separate. element between the lining unit l and the drum I but I prefer ordinarily to make it an integral part .of the lining I by sinterlng it to the outer side 'it is observed that the strength of the solid metal layer 1 is not only transmitted to the sintered metal layers I and i but also provides the strength and rigidity to make feasible the riveted or other equivalent mechanical connection between the lining and the drum I. In some cases if a high degree of thermal conductivity between the lining 6 and theL drum I is not required the layer I may be formed of a'mixture of copper. and some lower melting point metal such as tin, the mixture however consisting predominantly of copper so that the metal of the layer shall have a relatively high melting point and lower thermal conductivity. Alternatively, the layer I0 may be formed by sintering powdered metal such as aluminum.

For engagement with the lining B of the drum I the brake shoes 2 are each provided with a multiple-layer integral facing I2 comprising a steel strip I3, a facing strip Il of sintered material and an intermediate layer I5 of sintered copper, such three-layer part being fabricated in the same manner as the layers 1, l and 9 of the lining 8. The facingv I2 is secured to the shoes 2 by rivets Il.

Brake apparatus such as that shown Ain Figs.` 1 and 2 is capable of acceptable performance at remarkably high rates and total quantities of energy absorption. In addition the brake is characterized by notable smoothness of operation, low rate of wear and absence of distortion and disintegration of the parts. A major contributing factor of this result is the capability ofthe frictional facing structures on both the drum and the shoes to undergo localized thermal expansion and contraction without disintegration. It is believed that this virtue of the apparatus is due in turn to the porous nature of the facing materials and their consequent abilwith the improved brake. isthe high conductivity of the sintered copper intermediate layers s and I6 of the facings l and I2,'respec tively.4 Ihus in the case of the facing or lining l, the intermediate layer l by rapid distribution of heat generated at the mutually engaging friction surfaces of the brake minimizes local heating and corresponding local expansion of thev lining structure, thus permitting the lining to sustain a heavier heat Aload without injury than would be possible without the superior distribuj tion of heat provided by the layer l. The friction facings I2 of the shoes 2 function in substantially the same manner as does the lining 8 of the brake drum. In the case of the shoes the steel backing layer Il has not been provided with a facing of deformable metal corresponding to the layer I0 of the lining t because the shoes, being ordinarily enclosed, cannot dissipate heat as readily as the drum I and it is therefore desirable to carry off the major part of the heat generated through the drum, this result being facilitated by providing better thermal contact between the lining l and the drum than between the facing l2`and the shoe. In the practice of the present invention it is highlyimportant that Aboth of the mutually engaging friction members be constructed so that each is capable of sustaining the high heat loads contemplated without disintegration incident to the severe localized thermal expansion and contraction. The reason for this is that undue wear or disintegration of the friction surface of oneA of the members will in turn cause mechanical injury and disintegration of the second friction member even though the latter be structurally adapted itself to withstand severe heat loads and service. In other words the pair of mutually engaging friction members are to be looked uDOn as interdependent and each must be inherently capable of withstanding severe heat loads if failure of the pair of members is to be avoided. This condition is well met by forming both of the pair of frictional members of sintered metallic material.

Because of the relatively high temperature at which it is feasible to operate frictional apparatus constructed in accordance with the present invention without undue injury or rapid deterioration thereof it is desirable that the frictional lining and facing structures be in all respects capable of withstanding such temperatures. This end is secured, in the case of the lining structure 6, for example, by making the frictional layer 8 predominantly of high-meltingpoint metal, the intermediate layer 9 also of high-melting-point metal and by integrally uniting the intermediate layer to the layer 8 and to the layer I by means of bonds capable of withstanding the said high temperatures without disintegration under operating stresses. Such bonds are readily effected between the layers 8 and 9 by heating such layers Ito sintering tem- 1 peratures, depending upon their compositions,

and under conditions set forth in the aforesaid Patent No. 2,178,527. Also such bonds between sintered material and sheet steel, as between the layer 9 and the layer 1 of the lining 6, can be eil'ected by the direct welding method disclosed .in said Patent No. 2,178,527. However, such direct welding of the sintered layers to the solid metal layer is not essential in the carrying out of the invention since an alloy bond between the layers can be produced by the use of an intermediate bonding layer of high-melting-point 7 metal. The direct welding method, however, has the advantage of lower cost.

Similarly the means for effecting the connection between the lining 6 and the brake drum i should be capable of withstanding the high temperatures in question without disintegration and that end is secured, for example, by the use of rivets of adequate holding capacity. Where the union between the lining 6 and the drum I includes a layer of deformable metal, such as the `layer I0, this layer also should be formed of metal of high melting point. In the operation of high duty brakes, temperatures of the brake parts have been observed with thermocouples as high as 900 to 1100D F., indicating still higher temperatures in scme parts of the structure, and the expressions high temperatures" and highmelting-point metals, as used herein, refer to temperatures and to melting points upwards of 900 F.

The modified construction shown in Fig. 3 of the drawings has the brake drum I provided withv a multiple-layer lining Il comprising a steel layer Il, a facing layer I9 of sintered metallic material of the same character as the layer 8 of the nrst described construction, and an intermediate layer 20 of solid copper. Such a construction may be conveniently provided by using copper-clad steel strip material of known character or by electroplating a solid layer of copper on sheet steel to produce the layers i8 and 2li and attaching to the copper layer the sintered facing layer i9. The strip I1 isalso preferably provided with a thin layer 2| of sintered metal to insure good union between the lining and the drum I, the lining being mechanically secured to the drum by rivets 22. The sintered layers i9 and 2| may be formed and bonded to the steel-copper strip Il, 20 by sintering. as above described.

In the modied construction the shoe 2* is fitted with a friction facing 23 of the molded fibrous material type, the facing being secured in well known manner by rivets 24. Such molded facing materials are porous in character and susceptible of local thermal expansion and contraction without disintegration. Also they operate satisfactorily against the sintered metallic facings, such as the facing layer i9, if the working temperatures and pressures are not too high; but such molded materials are relatively poor conductors of heat and it will therefore be apparent that with the construction of Fig. 3 a larger proportion of the heat generated by the brake must be dissipated through the brake drum than in the case of the first described construction. For the reasons stated, sintered metallic friction facings for the brake shoes are to be preferred. In all cases at least one of the two structures having mutual frictional engagement should have its porous facing formed of the predominantly metallic compacted and sintered powder material and such facing should have good heat-conducting connection with a solid metal part of the structure capable of absorbing and dissipatlng the he'at generated in the operation of the apparatus.

An alternative embodiment of the three-layer structure is shown in Fig. 4 where the cylindrical part of brake drum lb serves as the strong structural layer and is tted with a multiple-layer lining 2l comprising a layer 26 of solid copper faced with a layer 2l of sintered finely divided friction material composed predominantly of high-melting-point metal, preferably copper or iron or a mixture of the two. The layer 21 il integrally bonded directly to the layer 2| by sintering in accordance with known practice previously mentioned. The lining 2l is secured to the drum i by rivets 28. With the mutually engaging surfaces of the parts i and 2l formed to nt nicely together. the rivets 28 serve to intimately'unite the layer 26 and the structural layer formed by the cylindrical wall of the drum. This type of construction is made feasible by the fact that the solid metal layer 2l of high conductivity is also sufficiently rugged to make the riveted connection with the wall of the drum rigid and durable and capable of maintaining the desired intimate union between the intermediate layer and the backing layer of the threelayer structure.

The brake shoe 2b of this last construction il generally similar to the shoe 2* of Fig. 3 and has a renewable facing 2l of molded fibrous material secured by rivets 30, the facing being of the same character as the facing 2l of Fig. 3.

In Fig. 5 of the drawings is shown an embodiment of 'the present invention in a disc type of brake suitablefor the landing wheels of large airplanes such as commercial transport planes and military bombers. As is well known, such planes must land at relatively high speeds and because of their great weight the brakes must absorb and transform in a short time large amounts of energy in order to bring the plane to rest within a ground run of reasonable length.

In the construction shown,l 4l is a stub axle upon which is mounted a ground wheel, designated as an entirety by 42, suitable anti-friction bearings 43 and 44 being interposed between the axle and wheel. The wheel comprises two halves 42* and 42h which are rigidly secured together by means of a circumferential series of bolts 4i. To secure desired lightness. the wheel 42 may be made of suitable aluminum or magnesium alloy. On the inner side of each of the wheel halves 42' and 42h is arranged an annular friction disc designated as an entirety by 48, said discs being secured to their respective wheel halves by circumferential series of bolts 41 and 4l. Each of the discs 48 comprises a relatively thick layer 46' of solid metal having high thermal conductivity, preferably copper, although aluminum may in some cases be used advantageously. The disc further comprises a friction facing 46 of sintered metallic material composed predominantly of high-melting-point metal. The layer 46s is integrally united to the layer 48* of solid metal by sintering in known manner, as previously explained. Finally. the disc 46 comprises a thin layer 46 of deformable metal of high thermal conductivity and preferably is formed by sintering a layer of compacted copper powder to the back surface of the solid metal layer 4P.

The annular discs 4t are formed on their outer and inner edges with circumferential series of radially extending slots 464 and 46, respectively, to receive the securing bolts 41 and 48 and by tightening these bolts to a suitable degree, radial expansion and contraction of the discs 4I in relation to the wheel halves 42", 42b is permitted, this being a highly important feature of the construction because of the high temperatures which are attained by the discs 4|.

Two movable disc shape brake elements 4l and 50 are disposed between the two discs 4l, 4I and said discs 49 and 50 are non-rotatably connected with a sleeve il which is non-rotatably secured on the shaft 4i by means of splines l2. The

asians r sleeve I is formed with a peripheral series of radially extending teeth Il* with which slots 49` and IIIl in the inner edges of the discs 49 and 58 engage, this construction permitting lateral or axial movement of the discs. Between the vdiscs 4I and 50 is arranged rubber-tube expander .53 which is connected by means of a tubular extension 53' with a nipple I8 which in turn communicates with a supply conduit 4I* in axle 4I so that compressed air orother duid under pressure may be supplied to the rubber tube 53 to expand the brake discs 49, 58. toward the discs 48, 48. To restrain the rubber tube 58 while it is under pressure, the outer edges of the discs 49 and 58 are formed with mutually telescoping flanges 49b and 50i? and similarly the inner edge of the tube 53 is supported by flanged members 54 and 55 secured to the inner sides of discs 49 and 58. To the faces of the discs 49 and 50 are secured, as by rivets, friction facings 51 and 58, respectively, of molded fibrous material, these facings being of annular ring form to match the annular form of the friction discs 46, V48. To insure free release of the brake, the discs 49 and 50 at their outer peripheries are provided with a circumferential series of lugs 49, 50 which are engaged by coil springs 59, 59 that abut against the heads and nuts of bolts 88 which extend through apertures in the saidlugs. In addition, similar release springs 6|, 8| are mounted on bolts 62 carried by the discs 49, 50 at points radially inside of the friction surfaces of the. brake.

The operation of the brake shown in Fig. 5 will be readily understood from the foregoing description and it will be apparent that the principles of the present invention whichv have been explained in lconnection with Figs. 1 and 2 find embodiment in this disc form of brake.

In the brake shown in Fig. 5 `the molded asbestos facings 51 and 58 have been used because the relativelv low thermalconductivity of this material protects the expansible rubber expander tube 53 from the heat generated during the application of the brakes. However, as was noted in connection with Fig. 3, the molded ilbrous friction materials do not stand up as Well as might be desired under verv severe operating conditions and it may be desirable, under such conditions, to emplov an alternative construction such as shown in Fig. 6. Here the. movable brake disc 53 (corresponding to disc 49 in Fig. 5) has riveted to it an integral, two-layer friction member M comprising a layer 65 of solid cooper and a facing laver 88 of sintered friction material composed predominantly of high-melting-point metal: and between the two-laver part 64 and the discs 88 is secured a'heat-insulating layer E1 of asbestos or the like.

Whether the construction of Fig. 5 or that of Fig. 6 be employed, the necessity of directing the tra.

f wheel 12.

frictionallv generated heat awav from the non- 'invention to a multiple disc type of brake which has found extensive application to the landing wheels of airplanes. In prior airplane brakes of this type the brake discs or rings were formed by applying to plain steel rings friction facings copper or the like.

of compacted and sintered-powder material coin'- y posed predominantly of high-melting-point met\ als, and rings so surfaced were run against plain Such brakes operated with a y These difficulties have been greatly reduced by the application of the principle of the present invention as shown in Fig. 7. Here 1 I designates a stub axle upon which the wheel 12 is mounted with interposed antifriction bearings 13 and 14.y The axle is provided with a brake ange 1Il on which annular reaction members 15 and 16 are secured by bolts 11 and suitable dowel pins (not shown). Between the 'reaction members 15 and 18 are disposed brake ring/s designated as entireties by 18 and cooperating brake rings designated as entireties by 19, there being three of the rings 18 and two of the rings 19. The middle one of the rings 18 comprises asteel ring 18 which is formed at its inner edge with a circumferential series of teeth 181 to engage slots 15a formed in the periphery of member 15. The ring further comprises friction facings 18c which are preferably formed of compacted and sintered material composed predominantly of high-melting-point metal and interposed metallic layers 18d, 18d of high thermal conductivity metal preferably formed by compacting and sintering powdered similarly formed except that the layers 18 and 18d are omitted from one side of the steel ring 18,

The rings 19 are similar to the intermediate ring 18 except that their peripheral teeth 19b are formed on their outer edges instead of their inner edges. As shown in Fig. 9, the rings 19 comprisey the steel core ring 19a, the friction facings 18 and intermediate layers 19d. The teeth 19b of the rings 19 operatively engage slots 88u formed on the inner side of a flange-like brake ring which is secured by bolts 8| to the web of the For actuation of the brake, the reaction member 15 is formed with an annular chamber 15b in which is operatively mounted an annular plunger 82 which engages a pressure plate 83 which in turn engages one of the rings 18. Pressure uid is admitted to the chamber 15o through a suitable conduit 15C.

While the friction facings 18c of the rings 11.' and the friction facing layers 19c of the rings 1i may, if desired, be formed of sintered material oi the same composition, I have found it satisfactory to make the material for the facing layers 18 predominantly of one metal and the material of the facings 19 of another metal or composition. For example, the composition of the facing layers 18 may have copper as their predominant constituent and the facing layers 19'a may be formed of sintered iron powder or of a composition having iron as its predominant constituent.

In the operation of the brake shown in Fig. '1,

the admission of pressure uid into the chamber 15b effects the setting of the brake in Well known manner and, as will be apparent, the multiplelayer friction rings function in the manner and with the advantageous results already described in connection with the first form of construction.

With the improved construction described the warping and distortion of the friction rings and The two other'rings 18 are' l 1 the accompanying contraction of the rings, especially of the rings anchored at their inner edges,

so that they are prevented from the proper movement axially, are greatly reduced and effective operation over long periods of time is secured even under the most severe operating conditions.

The several forms of brake construction which have been described typify applications of the present invention in which the mutually engaging frictional members both' are of the porous type and at least one of them is metallic and has its surface layer backed by a layer of high thermal conductivity, and in which therefore the advantages of both expedients are combined. Where the heat load to be carried is less severe the first of the two expedients may be advantageously applied alone, that is to say. without the use of the metal layer of high conductivity back of the surface or friction layer of the metallic facing or lining structure. An example of this latter type of construction is shown in the friction clutch illustrated in Figs. 11 to 15, inclusive, which has been successfully used as part of the drive of a supercharger for internal combustion engines.

As shown in Fig. 1l the device includes a frame structure 90 which carries a bearing 0| to rotatably support one end of shaft 92, a part of which is broken away together with additional bearing supporting means therefor. A gear 03, rotatably mounted upon the shaft 02, is designed to be driven by a-larger gear, a portion of which is shown at 94 by broken lines. A drum 05 integrally formed with the gear has internal teeth 95 which mesh with a pinion 0l rotatably mounted on a ange 02 on shaft 92. The pinion Il in turn meshes with a spur gear 01 rotatably mounted on shaft 92.

The gearing described can 'ce employed to drive Vthe shaft 92 from the gear 94 by locking the gear 01 against rotation. For this purpose friction clutch means constructed in accordance with the present invention is provided. A clutch hub l0 is formed integral with the gear 81 to rotate therewith on shaft 82. Three clutch rings $9, 99 are arranged to be driven by the hub 98, the inner edges of the rings 99 being formed. as shown in Fig. 10, with notches to engage teeth or splines on the periphery of hub S8 in well known manner. Each of the rings 99 comprises a steel core 99" and facing layers 99, 99 cf sintered metallic material of the character of the friction facing layers employed in the drum and disc brakes already described. 'I'he facing layers 89 are integrally attached to the cores 00* by sintering in accordance with the method described in Patent No. 2,178,527 previously referred to.

Interposed between the clutch rings 00 are two clutch rings |00 comprising steel core parts |00* and friction facing layers |00, |00 of sintered metallic material of the same general character as the friction faclngs 90b of rings 99. The rings |00 are formed on their outer periphery with lugs or teeth tc engage slots in a housing structure |0| which, together with a cylinder sleeve |02, is secured to the frame structure 90 by means of stud bolts |03 and nuts |04. To eiTect engagement of the clutch a fluid actuated piston |05 is provided. This piston is slidably mounted on the bearing sleeve 0| and has a peripheral piston ring |05l to engage the cylinder sleeve |02. Pressure fluid may be admitted to the rear side of the piston |05 through a passage 90* in the frame structure 90 and a coil spring |06 serves to retract the piston when the fluid pressure chamber 12 |00 under fluid pressure clamps the two sets of clutch ringsbetween the piston and housing |l| in well known manner.

In the operation of the clutch drive mechanism. when it is desired to drive the shaft 02 from the gear u fluid pressure is admitted to piston |00 to engage the clutch and thus anchor the gear 01 to the frame structure. This in turn results in the rotation at reduced speed of shaft I2 through gear drum Il and pinion 06, the latter functioning as a planetary gear.

In the construction of a clutch such as that shown in Fig. 11 the friction facing layers 08" and |00b of sintered metallic material may have the same composition, or the composition of the facing layers |00h may differ from that of the facing layers 00". Facing layers of the same composition for rings 00 and |00 which have been found to operate satisfactorily have a composition which analyzes:

The clutch mechanism last described has in practice been operated in oil. It has been required to carry a load which by conventional standards is large in relation to its size and it has successfully done so because the sintered metallic facings of the mutually engaging clutch rings are capable 0f operating smoothly with a relatively high coefficient of friction. because the porous 'character of the mutually engaging facings enable them to sustain localized thermal exp'ansion and contraction without deterioration and because the good thermal conductivity of the mutually engaging structures insures effective dissipation of the heat generated in the operation of the clutch.

Fig. 16 of the drawings shows an application of the invention to a frictional apparatus in the form of a step or thrust bearing. In this figure the numeral designates a portion of a machine frame or wall section upon which shaft I2 is rotatably supported. The wall section is provided with an upright bearing aperture III* in which is mounted a bearing bushing ||I which may be of any well known or conventional type. Wall I is formed on its upper side with a bearing boss |h with a plain upper surface to which is secured a bearing ring designated as an entirety by Ill and comprising a steel ring or disc III, a friction facing Illb preferably of condensed and sintered friction material composed predominantly of high-melting-point metal, an intermediate layer ||I' formed of metal of high thermal conductivity and preferably made by compacting and sintering copper powder or the like, and a layer H4 preferably of sintered copper. The bearing ring H4 may advantageously constitute an integral unit, all of the four layers being bonded together by sintering in accordance with practice hereinbefore referred to and more fully described in United States Patent No. 2,178,527. I'he ring III is suitably apertured to receive screws ||5 which secure it rigidly to the structure The shaft I2 is formed with a shoulder at I i2* to form an abutment for a heavy thrust ring l0 which is non-rotatably secured to the shaft ||2 is open to exhaust. The movement of the piston by a key or spline ||1. A bearing ring, designated as an entirety by H8 is secured to ring III by screws H9. The ring H8 is an integral tually engaging surfaces of the facing layers Hlb and H8b or the compositions of these layers may be made such as to supply the requisite lubrication, bearing mixtures of this character being well known.

In the construction shown in Fig. 16 the lower bearing ring HI is provided with the layer H4*i of deformable metal to insure good thermal conduotivity between the ring I I4 and the structure III and thus secure the conduction to the structure III of the major part of the heat generated between the friction surfaces of the bearing, the larger and more massive member I I I of the bearing structure being better adapted to absorb and dissipate heat than would the upper thrust ring Hl.

In the operation of a bearing such as is shown in Fig. 16 it'is apparent that there is a realization of the combined advantages of both of the expedlents which have been described, namely, (l) the porous character of the friction facings of both of the pair of mutually engaging structures and the high thermal conductivity of at least one of those structures and (2) the highly conductive backing layers for thosefacings.

From the foregoing description of the several illustrative devices it will be seen that there is present in each the basic feature of the present invention, namely, the provision of porous frictional facings for both of the pair of mutually engaging members with at least one of those members formed of metallic materials for adequate thermal conductivity and the dissipation of the frictionally generated heat. In all except one of the disclosed embodiments at least one of the frictional members is metallic and has its frictional facing backed by a layer of high conductivity. As is indicated in application Serial No. 443,562, now U. S. Patent No. 2,381,941, the latter feature and the aforesaid basic feature are advantageously combined, although each is separately useful. Whether, in any particular case, both features are to be combined or the basic 4feature of the present invention is to be used alone. will depend upon the nature of the service to be performed, for example, upon the size and continuity of the heat load, and the ease or. difflculty of maintaining normal operating conditions l(as when the frictional members are to be supplied with oil lubrication which may fail at times). When the operating conditions are extremely severe in these or other respects it will be advantageous to combine both expedients.

In connection with the porous character of the mating frictional members it is to be observed that this characteristic gives both of the mutually engaging facings a capacity for embedment ofloose hard particles which might otherwise cause scoring with resultant serious wear and deterioration.

'I'he terms high temperatures, high-meltingpoint" and high thermal conductivity are used atrasos I 14 herein in the same senses as in the above noted application Serial No. 443,562. now U. S. Patent No. 2,381,941. ductivity as applied to. the metal of the backing Alayer next to the facing layer or the multiplelayer structures, is to be understood as any thermal conductivity not substantially less than 0.40 calories per second per centimeter per square centimeter per degree Centigrade. The said application Serial No. 443,562, now U. S. Patent No. 2,381,941, may be referred to for more detailed information and discussion relative to the multiple-layer structures.

It is to be understood that the present inven` struction illustrated but may be embodied in other equivalent forms of construction within the l scope of the appended claims.

What is claimed is:

1. In frictional apparatus in the operation of which' slippage occurs between the opposingsurfaces of mutually engaging structures,the combination of a first structure comprising a facing layer which is lporous in comparison with solid metal and formed of material chosen from molded fibrous friction material and predominantly metallic compacted and sintered powder material; and a second structure comprising a 'facing layer which also is porous in comparison with solid metal and is formed of predominantly metallic compacted and sintered powder material and further comprising solid metal parts which have good heat-conducting connection with its facing layer and are capable of absorbing and dissipating heat generated by the frictional engagement of the two structures.

2. Frictional apparatus as claimed in claim 1 in which the facing layer of the rst frictional structure is composed of the predominantly metallic compacted and sintered powder material.

3. Frictional apparatus as claimed in claim 1 in which the facing layer of the first frictional structure is composed of the molded fibrous friction material.

4. Frictional apparatus as claimed in claim 1 in which the second structure has its facing layer composed predominantly of high melting point metal and comprises a second layer integrally united to the back of the facing layer and formed of metal having a high melting point and a thermal conductivity high in comparison with that of the facing layer.

5. In frictional apparatus in the operation of which slippage occurs between the opposing surfaces of mutually engaging structures, the combination of a rst structure having a facing layer which is porous in comparison with solid metal and formed of material chosen from molded flbrous friction material .and predominantly me- 60 tallic compacted and sintered powder material,

such structure comprising a layer formed of material of low thermal conductivity in comparison with metals and disposed generally parallel to the frictional surface of said structure; and a 65 second structure comprising a structural layer of solid metal, a frictional facing layer of compacted and sintered powder` material composed at least predominantly of high-melting-point metal, an intermediate layer disposed between the other said layers and formed of metal of high melting point and having high thermal conductance parallel to the said layers in comparison with the facing layer and the structural layer, the intermediate layer having a thermal conducuvity not substantiauy less than 0.40 ca1./sec./

Thus the term high thermal con- .tion is not limited to the specific forms of concm./sq. cm./deg. C. and being integrally bonded to the facing layer substantially throughout their adjacent surfaces, and means intimately uniting the intermediate layer and the structural layer substantially throughout their mutually adjacent surfaces, the several layers, the integral bond between the facing layer and the intermediate layer and the means uniting the intermediate layer and the structural layer ali being capable in operation of the apparatus of withstanding high temperatures without disintegration.

6. Frictional apparatus as claimed in claim 5 in which the facing layer of the first structure is formed of molded fibrous friction material and constitutes also the layer oi.' low thermal conductivity of said structure.

7. Frictional apparatus as claimed in claim 5 in which the iirst structure comprises a supporting part and a facing layer composed predominantly of metal and has its layer of low thermal` SAMUEL x. wmmui.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,850,563 Norton Mar. 22, 1982 1,872,796 Norton Aug. 23, 1932 2,028,573 Surtees Jan. 21, 1936 2,178,527 Wellman Oct. 3i, 1939 2,251,410 Koehring et al Aug. 5, 1941 2,359,361 Gleszer et al. Oct. 3, 19M 2,381,941

Wellman et a1. Aug. 14, 194i 

